Transmission



Jan. 12, 1943. A, JdHN SON 2,308,082

TRANSMISSION Filed Jan. 23, 1940 3 Sheets-Sheet l INVENTOR alberi LJO] Son ATTORN Y Jan. 12, 1943. I A. JOHNSON TRANSMISSION Filed Jan. 25, 1940 3 Sheets-Sheet 2 5 Sheets-Sheet 5 Jan. 12, 1943. A. L. JOHNSON TRANSMISSIQN Filed Jan. 25, 1940 Patented Jan. 12, 1943 TRANSMISSION Albert L. Johnson, White Bear Lake, Minn., assignor to Johnson Power-n Transmission Corporation. St. Paul, Minn a corporation of Minnesota Application January 23, 1940, Serial No. 315,216

7 15 Claims.

My invention relates to an improvement in transmissions wherein it is desired to provide s. small compact transmission capable of driving a driven shaft at various speeds relative to a drive shaft.

Numerous types of transmissions have been previously constructed, some of which are automatically operable to vary the speed ratio between the drive shaft and the driven shaft. Many transmissions have been constructed in whichthe gears are constantly in mesh. Most of these constructions, however, have been extremely bulky and complex. It is a purpose of the present invention to provide a small compact gear unit employing an extremely small number of gears, but which. is capable of driving a driven shaft at a large number of speeds relative to the drive shaft without shifting any of the gears into or out, of relation with others of the gears.

It is an object of my invention to provide a transmission which is capable of driving a driven shaft in a forward or reverse direction without shifting any of the various drive gears. This I accomplish by providing relatedepicyclic gear systems, by holding the supporting means for certain of the intermediate drive pinions of such systems stationary with respect to the rotary casing enclosing the transmission, and by properly proportioning the gears, rotation of the drive shaft causing the gears to produce a reverse rotation of the driven shaft.

It is a feature of my invention to provide a gear casing which is rotatable with a driven shaft and to mount within this casing a pair of epicyclic gear systems including intermediate and ring gears annularly arranged about sun gears rotatable about the driven shaft. Various supports are provided for the gears within the casing, and the gear ratios between the drive and driven shafts are changed by selectively holding the sun gears stationary and by causing certain of the intermediate gear supports to rotate in unison with other rotary parts. By means of this combination of annularly arranged gears, it is possible to provide a means of reversing the driven gear with respect to the drive gear and for producing a series of forward speeds.

It is a further object of my invention to provide a transmission including a pair of epicyclic gear systems, a housing for said systems rotatable with a drive shaft and to provide gear supports within the standard'which are connected to ex ternal drums. Brake bands are provided encircling these external drums so that by proper manipulation of the brake bands, various forward and reverse speeds may be attained by the driven shaft with respect to the drive shaft. Means are also provided to engage certain of the gear supports fixedly to the driven shaftso that the gears and their support may rotate as a unit with this drivenshaft.

It is a further object of my invention to provide a vacuum control by means of which my transmission may be operated. Through the use of this control, the transmission may be readily operated into any desired speed ratio without requiring manipulation of gears or gear supports by a hand operated shifting lever or the like. 7

It is a further feature of my invention to provide a transmission embodying a rotary casing and employing rotary drums which may be held from rotation by suitable brake means. These drums are so devised and positioned that relatively small braking force is required to hold the same during rotation of the drive shaft in order to produce the desired speed ratio upon the driven shaft.

It is a further feature of my invention to provide a transmission formed with a pair of epicyclic gear systems, in which none of the gears travel at a high rate of speed. My transmission is so arranged that the planet or intermediate gears of the systems rotate about the sun gear in the same direction in which the sun gear is travelling, and that the ring gears travel in the direction of rotation of the sun gear. Thus the relative speed of rotation between the various gears in the systems is low.

These and other objects and novel features of my invention will be more clearly and fully set forth in the following specification and claims.

In the drawings forming a part of my specification:

Figure l is a longitudinal cross-sectional view vertically through the center of my transmission.

Figure 2 is a diagrammatic view of a control system which may be utilized to actuate the various controls of my transmission.

Figure 3 is an end elevation view of 1 a portion of the clutch actuating mechanism illustrated in Figure 2 of the drawings.

Figure 4 is a section on the line 4-4 of Figure 1.

Figure 5 is a section on the line 5-4 of Figure 1.

Figure 6 is a section on the line 6-6 of Figure 1.

The transmission A includes a drive shaft l0, connected to a suitable clutch unit B, and a driven shaft arranged concentrically with respect to the shaft III. The shaft is provided with an extension |2 of small diameter relative to the shaft l which engages within an axial recess |3 in the shaft ID to hold the shafts l0 and II in proper alignment.

The transmission A is provided with a suitable outer casing l4 only partially disclosed in the drawings, which may be of any preferred shape. A bearing I5 is mounted at one end of the housing M to support the shaft I!) while a bearing I6 is mounted at the other end of the housing M to provide a bearing for the driven shaft Within the housing I4 I provide a rotatable casing l1. This casing I1 is provided with a hub l3 secured to the drive shaft ||l by spline or by a keyed connection at the end of the shaft. The casing |1 includes the end plate 2| which is 20 equipped with a. circular flange l3 near its outer extremity. A collar 22 encircles the hub l9 and is provided with angularly spaced pins 23 extending through suitable apertures 24 in the discshaped end plate 2|. The collar 22 is axially slidable with respect to the disc 2| and is provided with a circular peripheral flange 25 having a groove 26 therein to accommodate a shifting collar 21; The collar 21 is pivotally and slidably attached to the rock lever 29 pivotal with the shaft 30; By rocking the shaft 30, the collar 21 and accordingly the entire collar 22 may be moved lfingitudinally with respect to the rotary casing The collar 22 is shiftable from the position indicated in Figure 1 of the drawings to a position injwhich the pins 23 extend into suitable recesses 3| in a gear supporting carrier 32. This gear supporting carrier 32 encircles the hub l9 of the casing l1 and is supported upon a bearing 33 40 around the hub l9. When the pins 24 are slidably engaged into the apertures 3| in the gear support 32, this gear support must rotate in unison'with the casing H.

A series of overrunning clutch rollers 34 are recessed in cam slots 35 in the outer periphery of the gear support 32. These rollers are spring urged; and permit the rotation of the gear support 32 in one direction only with respect to the casing H. The clutch rollers carry the gear support 32 in the direction of rotation of the drive shaft, insuring that the gear support will travel at least as fast as the drive shaft. Stub shafts 36 are formed upon the disc-shaped gear support 32 to provide an axis for double gears 31. r, Bushings 39 are interposed between the supports 36 and the gears 31 over which the gears 31 rotate. Th disc 32 thus forms a bracket to support the intermediate gears of an epicyclic gear system which will be later described in detail.

The driven shaft II is provided with a gear 40 engageable with'one set of gear teeth 4| on the double gears 31. The gear 40 is the sun gear of theepicyclic gear system. A sleeve 42 encircles the shaft adjacent the gear 40. This sleeve 42 is provided with gear teeth 43 engageable with the teeth 44 of the other gear of the double gear 31. Encircling the sleeve 42 adjacent the teeth 43, I provide a disc-shaped support 45 supporting the internal gear 46. The gears 44 comprise the intermediate gears of the epicyclic system. The teeth of the internal gear 46 also engage the gears 44.

A second sleeve 41 encircles a smaller diameter portion 49 of the sleeve 42. This sleeve 41 forms a hub for a brake drum 50 connected thereto by clutch friction discs 14.

means of a disc-shaped flange 52. A brake band 53 encircles the brake drum 50 and provides a means by which the rotation of the sleeve or hub 41 may be stopped. A gear 54 is formed on the hub 41, constituting the sun gear of a second epicyclic system. This sun gear 54 is in constant mesh with a pair of pinions 55 comprising the intermediate gears of the second epicyclic system. The pinions 55 are supported on bearings 56 encircling a stub shaft 51. The shaft 51 is mounted in suitable supporting bearings on the end plate 59 of the rotary casing I1. Thus the casing N forms the bracket or arm supporting the intermediate gears 55 of the second epicyclic system. The end plate 59 is connected by a cylindrical portion 60 to the. end plate 2| which has been previously described and is secured thereto by suitable bolts 6| or other suitable means.

The pinions 55 are in constant mesh with an internal gear 62 on the disc-shaped support 45 opposite the internal gear 46, completing the second epicyclic system. The internal gear 62 is of slightly smaller diameter than the internal gear 46 and the pinions 55 are of slightly smaller diameter than the gear 44 of the double gear 31. one-way brake 63 is interposed between a stationary collar 58 fixedly secured to the housing 14 and the large diameter bore portion 48 of the sleeve or hub 41 to prevent rotation of the, drum 50 and gear 54 in one direction with respect to the fixed housing l4. The purpose for this construction will be clearly set forth when the operation of the transmission is described.

A hub 64 encircles the small diameter end 65 of the sleeve 42 and is connected by a disc-shaped flange 66 to a brake drum 61. The drum 61 is equipped with a brake band 69 by means of which it may be held stationary. The hub 64 is held from rotation with respect to the sleeve 42 by the spline 10.

A hub 1| is spline connected at 12 to the shaft longitudinally slidable thereupon. A circular flange 13 is connected to the hub 1| and cooperating clutch friction discs 14 are provided upon the flange 13 and the flange 66; The hub 1| and its attached flange 13 are urged into engaging relation with the flange 66 by means of the spring 15. This spring tends to engage the The tension of the spring 15 is adjusted by means of the nut 16 and lock nut 11, which are threadably engaged upon the shaft Th hub 1| is grooved at 19 and a collar is mounted in this groove. The collar 86 is pivotally and slidably attached to the bifurcated operating arm 8| which is pivoted at 82 to a bracket 83 secured to the casing H. An operating rod 84 is pivoted at 85 to the bifurcated arm or lever 8| to slide the hub 1| and its attached flange 13 longitudinally with respect to the shaft When the rod 84 is pulled to the left,

- as viewed in Figure l of the drawings, the bifurcated arm 8| is swung in a clockwise direction, drawing the collar 80 and the hub 1| to the left along the shaft disengaging the clutch elements 14. Obviously when the clutch elements 14 are engaged, the drum 61, hub 64, and

upon their relative difference in'diameter.

to accomplish this result, the operating rod 84 must slide the hub II against the tensionof the spring I to disengage the clutch discs '14; The band- 59 is loose upon itsdrum 51, but the band 53 is tightened about the drum 50, holding this drum 50 from rotation. The pins '23 on the collar22 are moved into engagement with the apertures 3I on the disc 32, so that the disc rotates in "unison with the casing I I. It will now be seen that the sun gear 54 is heldstationarywhile the casing II connected to the drive shaft and forming the arm or bracket for the intermediate gears 55 of the second epicyclic gear system rotatesabout the sun gear 54. This action causesa rotation of the ring gear 62 in the same direction as the casing H, but at an increased rate of speed with respect thereto. Rotation of the ring gear 52. also causes rota tion of the ring gear 46 connected therewith.

This ring gear 46 is in constant mesh with the gears 44 of the double gears 31 which also pivot with the casing I1. I In other words, the intermediate gears 44 of the first epicyclic system and the intermediate gears 55 of the second epicyclic system both are mounted on the same bracket or upon brackets travelling at the same rate of speed. Thus the difference in speed of rotation between the gears 44 and 55 depends As the ring-gear 46 is slightly larger than the ring gear 62, the gear 44 will be rotated in areverse direction at relatively' slow speed. The gear 4 I 4 pins. 23 are disengaged from the gear support 32, allowing this gear support to rotate with respect to the casing I'I.' The clutch members l4 remaindisengagedthe band liflremains loose upon its drum 61, and the band 53 is tightened about the drum 50. I0 causes rotation of the intermediate gears 55 about the stationary sun gear 54, thus causing rotation of the ring gear 52 in the direction of the drive shaft. The ring gear 46 also rotates with the ring gear 62, causing rotation of the double gears 31. The gear support 32 is rotated by the overrunning clutch rollers 34 at a speed normally equal to the speed of rotation of the casing I1, and the rotation of the gears 31 by the ring gear 46 tends to increase the speed of the gear support 32 with respect to the casing I1. Previously the disc H was held at the same speed as thecasing by the pins 23, but in this forward speed, the pins 23 have been disengaged from the disc, permitting this disc or gear support to rotate faster than the casing I1. As a result, the gear 40 on the shaft II is driven at an extremely low forward speed by the gear H of the double gear 31. I

When a forward speed is desired which would correspond tothe usual low speed of an automobile transmission," the clutch members I4 are held disengaged,the band 69 is tightened'about' its drum 6'! to prevent rotation thereof, the' band 53' isloosened with respect'to its drum 50 to permit rotation, and the pins 23 are held Rotation'of the drive shaftthe flange I3 of the hub H which is keyed to the in retracted position. When this setting is madey the gear 43 on the sleeve 42, comprising the sun gear of the first epicyclic gear-'systemis'held stationary and-the intermediate gears 44fare" 7 carried about the sun gearby the" pawls 35 fat a speed equal to" the speed orrotation' oflth'e casing I1. Rotation of-the gears e150 cause rotation'of the gears 4I attached thereto and as" has been explained, the gears' ll farein mesh with thegear 40 of the driven-"shaft II;

ative speed of the shaft I I with respect to the drive shaft II) depending'upon the diflerencejin' ratio between the gears 44 and 4|.-

When it is' desired to 'rotate' the? drivemshaft; II at a speed corresponding to the usua inter ij mediate speed of'a motor vehicle, both the bands j 89 and 53 are tightened abouttheir respective, drums 51 and'50, the clutch members I14 re-h maining disengaged and the pins "23 remaining in retracted position. When both of the bands" 69 and 53 are tightened, both of. the sun gears 54 and 43 of the second and first epicycli'c gear systems are held from rotation." The'pivots of the intermediate gears 55 are swung about their axis at a speed correspondingto the speed of' the drive shaft, being supportedby the casing II. Rotation ofthecasing I1 and the gears 55":

causes a forward rotation ofthe {ring gear '62 at a speed substantiall reduced from the Spe d" The ring gear46 rotates of the drive shaft. with the ring gear 62. Thus-the speed of rotai, tion of the-ring gear is'fixed, while the gear 43 with which the intermediate gear l-4 meshes" isheld stationary. *As theringgears 46 and 572 are not of the same diameter, and as 'the inter mediate gears and 44 of the two epicyclic systems are-not identical, it is obvious that' the: bracket or support for the intermediate gears" 44must rotate at a speed greater than the speed of rotation of thecasing I1.""Ihis greaterspe'ed ofrotationincreases the speed of the gear4l, increasing the speed of-the driven shaft II. A

speed greater than the aforementioned'low speed is thus attained in the driven shaft II.

When itis' desired to drive the shaft II' at a speed corresponding to the usual high speedof a-motor vehicle, bands 69 and 53 are both released from their respective drums 5 and 50, and immediately thereafter, the clutch members are engaged by releasing the tension on the rod 84 tending to hold the hub out of engagement with the disc against the tension ofthe spring I5. When tension on the rod 84 is released, the spring 15 urges the clutch members I4 into engagement. When this action takes place, the sleeve 42 is directly connected to the driven shaft II, as the sleeve 42 rotates together with-the disc 55 connected by the clutch member 14 to shaft II. As the gears 43 and 40 are now locked against the relative rotation and as the gears" Thusrotation of the casing I1 causes rotation of the gear support or. disc 32'which in turn causes rotation of the shaft II at the same'rotative spee'd'as the shaft I0. when the clutch members I4 are engaged, the

entire mechanism rotates as a body, the driven- A h gears H are of smaller diameter than the gears 44, rotation of the double gear 3 I -causes 'a s1ow forward rotation ,ofthe driven-shaft'll", therel In other words,

shaft II rotating at the same speed as the drive shaft I0.

If it is desired, an overdrive may be provided. In such a case, it is necessary to drive the driven shaft I I at a speed greater than that of the drive shaft I0. To accomplish this result, the clutch members I4 remain engaged, the band 89 remains disengaged, and the band 53 is tightened about the drum 50, holding this drum from movement. The sun gear 54 is then held stationary and the pinions or intermediate gears 55 rotate about the gear 54. This causes a rotation of the ring gear 62 in the same direction as the drive shaft. This ring gear 62, is however, already rotating at the rotative speed of the easing II. This is true because the double gear 31 is locked from rotation with respect to its pivot as the gears 43 and 40 are locked from relative movement through the clutch members I4. As the double gear 31 cannot rotate upon its pivot, the ring gear 46 is rotated at the speed of the casing I! by the overrunning clutch 34. In other words, the ring gear 46, gear 31, the gear 40,

gear 43 and sleeve 42 may be considered a solid mass relatively non-rotatable.

The ring gear 62 must rotate at a greater speed than the casing II due to the fact that the gear 54 is held stationary. Thus the rotation of the intermediate gears 55 about the sun gear 54 causes the ring gear 62 and consequently the shaft II to which it is locked to rotate :at a speed greater than the speed of the shaft I0.

The purpose of the one-way brake 63' has not been described in detail. It will be understood that, with the transmission in the speed corresponding to high gear in the usual motor vehicle, the driven shaft II could rotate faster than the drive gear I if no means were provided to prevent such action. When in the position known as high gear, the epicyclic gear systems are locked and are rotated by the overruning clutch rollers 34. Accordingly, if the driven shaft II were rotated faster than the drive shaft, the clutch rollers 34 would permit the transmission to "free wheel, or coast, the rollers-merely sliding back in the slots 35, compressing the light springs in these slots. In order to prevent this action, the one-way brake 63 is provided between the large diameter bore portion 48 of the hub 41 and the collar 58 secured to the housing I4. This one-way brake prevents the hub 41 from travelling in one direction of rotation. The vehicle therefore cannot free wheel when in any gear.

The clutch unit B mounted upon the shaft I0 may be of any desired shape or type. In the construction illustrated, the clutch includes an operating collar 85 provided with a relatively rotatable band 86 connected at 81 to the clutch operating lever 89. The operating lever 89 may be actuated by the rotation of its pivot shaft 90 by any suitable clutch lever or pedal. Rotation of the shaft -90 causes the collar 85 to be moved to the left as viewed in Figure 1 of the drawings,

Mounted on brackets 9| integral with the collar 85, I secure oppositely disposed hooks 92 which are pivoted to the brackets 9| at 93. Springs 94 encircle the pivots 93 and create a tendency for the hooks 92 to pivot inwardly. Governor weights 95 are mounted upon arms 96 7 which are pivoted at 91 to the fixed sleeve 99 which does not slide upon the shaft I 0. The governor weights 95 are ordinarily held together by means of a spring I00. Rotation of the shaft I0 tends to urge the weights apart causing the clutch B to engage. However, if the weights 95 are drawn together due to slow rotation of the shaft I0, the clutch may be opened by means of the hooks 92.

If the hooks 92 are in retracted position into which they are urged by the springs 94, it is possible for the weights 95 to close into contracted position due to slow rotation of the shaft I0 without opening the clutch. Thus the engine may travel at a low rate of speed without disengaging the clutch. If it is desired to permit the slow speed of the engine to disengage the clutch, however, the clutch pedal may be depressed manually, forcing the collar 85 and the hooks to the left as viewed in Figure 1 of the drawings, these hooks engaging the pins IOI in the hooks 92. Upon release of the clutch pedal,

, the clutch will assume the position into which it is urged by the weights 95. If the speed of rotation of the shaft I0 is considerable, the weights 95 will be moved outwardly in the position shown in full lines in the drawings and the clutch will remain engaged. If, however, the shaft is travelling at a low rate of speed and the weights are drawn by the spring I00 into the position shown in dotted outline in Figure 1 of the drawings, the clutch will be disengaged.

In order to control the transmission A, I disclose the control mechanism diagrammatically illustrated in Figure 2 of the drawings. This view' discloses an operating handl I02 keyed to the shaft I03 by the key I04. On the shaft I03 is mounted a segment I04 having a series of apertures therethrough angularly spaced, but at a common radius from the center of the shaft I03. Each of these openings is closed by means of a transparent disc bearing identifying indicia. The transparent disc I05 is provided with an indicating letter R indicating reverse. The transparent disc I06 is provided with the letters SL standing for super low. The disc I01 bears the letter N designating neutral position. Disc I09 bearing the letter L designates low gear. Discs IIO, III, and H2 respectively, bear the indicia I, H, and Aut.. designating intermediate, high, and automatic, respectively. The automatic indicator also designates overdrive, as in this position the driven shaft may travel faster than the drive shaft.

The shaft I03 also'supports a cam plate II3 having an arcuate shoulder II4. Notches II5 are provided in the periphery of the shoulder I I4 and a pawl I I6 urged by the spring II'I confined in the casing II9 engages in any of the notches II5 to hold the shaft I03 in selected position. Thus as the shaft I03 is rotated into any selected position, the pawl II6 will engage in one of the notches II5 to hold the shaft in that position.

An illuminating means not disclosed in detail in the drawings is fixed in set position behind one of the discs to illuminate the indicia thereupon. In Figure 2 of the drawings, the disc I0! is shown illuminated to designate that while in that position the transmission is in neutral.

A cam roller I20 engages the shoulder H4 and enters in the cam race I2I between the cam shoulder I22 adjoining the annular shoulder H4 and the outer cam shoulder I23 near the periphery of the cam plate I I3. The cam roller I20 is mounted upon a reciprocable shaft I24 which is secured to the valve operating rod I25 secured to the valve I26. A valve I26 is connected by a suitable thrust bearing I21 to the operating rod I29 which may be rotatable with the collar or drum I30. The hub I3I of the collar I30 is connected by a flexible shaft or other suitable means to a worm wheel I32 engaging a worm I33 on the shaft I0. The worm gear and wheel are shown in Figure 1 of the drawingsand drive the hub I3I, and accordingly the collar I30, at a speed reduced below, but proportionalto, the speed of the drive shaft I0.

Within the collar I30 I provide a pair of bell crank levers I34 pivoted to the collar at I35 and bearing weights I36 at one end thereof. The other end of each of these levers I34 is provided with a bearing head I31 which engages between spaced discs or collars I39 on the operating shaft I29. As the speed of rotation of the drive shaft I increases the weights I36 are thrown outwardly, raising the operating shaft I29 and valve I26 against the compression of a coil spring I40 bearing against thevalve I26. As the speed of rotation of the shaft I0, and accordingly, the governor weights I36 decreases, the spring I40 tends to lower the valve as it is viewed in Figure 2. The collar I30 and its hub I3I together with the weights I36 and their supporting levers I34 are mounted within a casing I4I of suitable design supporting the hub I3I and the drive shaft I29 through the medium of antifriction bear- I ings I42.

The tension of the spring I40 is adjusted by means of asleeve I43 encircling the shaft I25 which is equipped with a threaded plug I44. The plug I44 screws into and out of the sleeve I43, thus increasing or decreasing the distance between the head I4.5 of the plug and the end of the sleeve I43. The head I45 of the plug is grooved to accommodate a collar I46, which is pivotally and slidably secured to one arm I41 of a bell crank I49 pivoted at I50 to a stationary bracket II. The other arm of the bell crank I49 is pivoted at I52 to a rod I53 connected to the accelerator of the motor vehicle. Downward pressure on the vehicle accelerator tends to move the bell crank lever I49 toward the dotted position illustrated in Figure 2, thus increasing the compression of the spring I 40. Releasing the pressure on the accelerator tends to similarly decrease the tension on the spring I40.

Suction from the intake manifold of the motor vehicle is introduced through a tubular member into communication with the pipe I11, and the port I14 is in communication with the pipe I16.

The pipeline I16 is connected to an operating diaphragm I19 which actuates a rod I80 pivotally connected at I8I to the brake band 53. The brake band 53 is pivotally connected by the link I82 to the housing I4 of the transmission. A spring I83 encircles the rod I80 and tends to hold the brake pivoted to across link I86 which in turn is pivoted I64 having portions of reduceddiameter'theresuction tube I is connected to a port I65 and also to a valve port I66. Air may enter the valve by passing through the intake openings I61, the filtering material I69, and the openings I10. Two air ports HI and I12 are in communication with the openings I10.

On the opposite side of the valve cylinder I6I I provide two ports I13 and I14. These ports I13 and I14 are connected through the valve I15 to the pipes I16 and I11. When the valve I15 is in the position shown, the pipe I16 is connected with the port I13 while the pipe I11 is connected with the port I14. When the valve I15 is rotated ninety degrees, however, the port I13 is placed to rods I81 and I89. The rod I89 is connected to a brake band 69 in the same manner the rod I60 is connected to the brake band 53. In other words,'the end of the rod I89 is merely pivoted as at I8I to the brake band 69. As in the case of the brake band 53, the brake band 69 is ordinarily retained in expanded position.

The rod I81 is connected to or forms a part of the rod 84 which actuates the bifurcated operating arm 8| controlling the clutch members 14. Thus when suction is provided in the pipeline I11, the. rod I89 is actuated to tighten the brake band 69 about its drum 61 and simultaneously to disengage the clutch elements 14. As long as suction is provided on the diaphragm I84, the clutch elements 14 remain unlocked. 3

Upon the shaft I03 I provide a'bracket arm I98. This bracket arm I90 is pivoted at I9I to the shaft I92 which actuates the gear rack; member I93. This gear rack member slides in a support I94 and is normally urged upwardly by a spring I95. The gear rack member I93 contains a series of teeth I96 which are designed to engage with a gear segment I91 and a second gear segment I99. The bracket I90 is secured through a spring 26I to the shaft I03. For convenience of illustration, I have diagrammatically disclosed the shaft I03 in two different positions of Figure 2, as otherwise all of the mechanism shown at the right of this view wouldbe directly behind the structure shown at the left of the view. I have similarly shown the valve I15 at a point spaced from the valve operating shaft 200 for this valve. It will be understood that in actual practice the shaft 200 upon which the gear segment I91 is secured is in alignment with the valve I15. The gear segment I99 is secured to a shaft 30 and is equipped with a rock lever 29 which has previously been disclosed in Figure 1 of the drawings. This rod 29 actuates the collar 21 to move the pins 23 into and out of the recesses 3I in the gear carrier 32.

In the uppermost position of the rack I93, the teeth I96 engage the teeth of the pinion segment I91. Thus downward movement of the rack I93 causes the'segment I91 to be rotated through a ninety degree angle until the teeth on the seg" ment are pivoted out of engagement with the teeth I 96 and the smooth surface 20I of the segment I91engages the surface of the rack I93 and slides along the same. Further downward movement of the rack I93 causes the teeth I96 to be brought into engagement with the teeth of the gear segment I99 causing rotation of the shaft 30. Downward movement of the rack I93 causes the fiat surface 202 of the segment 499 to slide along the surface of the rack I93 until the teeth move into engagement, rotating shaft 30." Thus upon downward movement of the rack I93, the shaft-200 oi the valve I15 is first rotated through ninety degrees and later the arm or rock lever 29 I is pivoted to move the pins 23 into engagement with the apertii-res 3| in the gear carrier 32.

A cam203 is also mounted upon the shaft I03 and is designed to engage a roller 204 mounted upon the arm 205 which is pivoted to a fixed pivot at the point 206. The other end of the arm 205 is pivotally connected at 201 to a link rod 209 which is pivotally connected to a cam latch 2 at 2I0. The cam latch2II is pivoted from the position illustrated in full lines in Figure 2 of the drawings to the position illustrated in dotted outline therein, and normally is in the position illustrated in dotted outline. However, a notch 2 I 2 is formed in the cam 203 engageable with the roller 204 in the neutral position of the cam 203 illustrated, and in this one position the cam latch 2I I is pivoted into the path of a projection 2I3 on the shaft 90 of the clutch operating yoke or lever 89.

From this description it will be obvious that in the neutral position shown in Figure 2, the latch 2 is pivoted into the path of the projection 2I3,

- preventing the clutch from being moved into engaging position. Thus even though the motor is running and the transmission is in set position to cause rotation of the drive shaft, the clutch remains in disengaged position until the operating hand lever I02 pivots the shaft I03 into some operating position in which the notch 212 is disengaged from the roller 204. Rotation of the cam 203in either direction will cause the roller 204 to be pivoted downwardly, forcing the link 209 downwardly and raising the latch 2 into the dotted position shown in Figure 2.

A latch 2 I 4 is pivoted at 2 I 5 and is movable into and out of engagement with a catch 2I6 on the operating rod I81. When this latch U4 is: in the position indicated in Figure 2 of the drawings, the rod I81 and consequently the rod 84 cannot move to the right, and therefore the clutch members 14 cannot be engaged. However, the latch 2 I4 may be raised by the operating rod 2 I1 which is provided with a hook end 2I9 engageable over the bracket arm I90. The raising of the bracket arm I90 into the position shown in dotted outline in Figure 2 draws the operating rod 2 I1 upwardly pivoting the latch 2I4 upwardly out of engagement with the catch 2 I 6. The latch 2! is shoyvn in its lowest extreme position in Figure 2 and further lowering of the arm I90 upon the shaft I03 cannot move this link 2I1 downwardly as the hook end 2I9 of the link merely rests upon the top of the bracket arm I90.

In order to provide a visual indication on the dashboard of the vehicle designating which speed ratio is being used, I provide indicator bulbs on the dashboard, each of which may be illuminated through a separate circuit, designating one of the speed ratios at which my transmission may be set. The. indicator 220 designates reverse and is connected by a wire 22I to a contact 222 on the cam plate II3. This contact is engaged by the cooperating contact arm 223 movable with the shaft I03 when the lever I 02 is rotated into the position in which the transparent disc I05 is illuminated. This contact 223 is grounded in the manner illustrated. All of the various indicator lights are connected by the common wire 224 to the battery 225, the opposite terminal 226 of which is grounded.

The indicator 221 is connected by the wire 229 to the contact 230 on the cam disc II3 which is cooperable with the contact arm 223 inone position of the operating lever I 02. The indicator 221 is connected to the common wire 224, thus closing the circuit when the contact 223 is in en gagement therewith. super low gear.

The indicator 23I provides an indication when the gears are in neutral position, and this indicator is connected by the wire 232 to a contact 233 engageable with the contact arm 223 to close the circuit. The low gear indicator 234 is connected by the wire 235 to a contact 239 on the cam plate I I3. Thus the circuit to this indicator may be closed by contact arm 223.

The intermediate gear indicator 231 is connected by the. conductor wire 239 to the contact 240 which is cooperable with the arm 24I causing contact to be made between the contact 240 and the cooperating contact 242 which is grounded at 243. The high gear indicator 244 is connected by the wire 245 to a contact 246 which may be connected to its cooperable grounded contact 241 through the. arm 24I. Similarly the overdrive indicator 249 is-con nected by the conductor 250 to its contact 25I which may be electrically connected to its ground contact 252 by the arm 24I. The arm 24I is pivotally mounted at 253 and is provided with gear teeth 254 engaging cooperating gear teeth on the rod I24. Vertical movement of the rod I24 by the cam race or by the governor pivots the arm 24I and provides a visual indication of the gear in which the transmission A is functioning.

When the lever I02 has been moved to automatic'position, a grounded contact 255 on the cam plate II3 engages a cooperating contact 256 mounted adjacent the cam plate in communication with one of a pair of spaced contacts 251 and 259 the other contact of which is connected to the conductor 235. When the contacts 259 and 251 are electrically connected by the arm 24I, the low gear indicator 234 is displayed.

The purpose of the arm 241 is to provide a visual indication of the speed in which the transmission is functioning when the transmission is set in automatic position. When set in this position, the roller I20 is free to move between wide limits and the valve I26 is'controlled entirely by the spring I40 and the governor arms I29. Thus as the valve I26 is moved by the governors, the transmission may be moved from overdrive to low gear automatically, and the arm 24I provides a means of closing circuits to indicating bulbs which disclose which of the possible gear ratios the transmission has assumed.

In the operation of my transmission, let it be assumed that a reverse drive of shaft II is desired. In order to function in reverse, it is neces sary that air under atmospheric pressure he introduced into the diaphragm I84, that the dia phragm I19 be connected to vacuum supply, and that the pins 23 be engaged in the apertures 3I in the gear carriers 32. In order to accomplish this result, the operating lever I02 is pivoted in a counter-clockwise direction, rotating the shaft I03, thus lowering the bracket arm I90 to its lowest extreme position. The teeth I96 pivot the segment I91, rotating the valve I15 to a position at right angles from the position shown, and further downward movement of the rack I93 pivots the segment I99 to swing the rock lever 29 in a clockwise direction forcing the pins 23 into the apertures 3I. In this position it will be found that the vacuum tank I51 is communicating through the pipe I This contact 221 indicates and the port I66 through the valve I to the port I14 which is communicating with the pipeline I16, leading to the diaphragm I19. Thus the diaphragm I19 is subjected to vacuum, movpressure, the diaphragm is collapsed, and the spring expands the brake drum 69 causing this band to be loose upon its drum 61. At this time, however, the latch 2I4 is in engagement with its cooperating catch 2I6, preventing the rod 04 from moving to the right to release the clutch elements 14. Thus during this movement the clutch elements 14 remain disengaged.

In order to move the transmission into super low position, the control lever I02 is moved slightly in a clockwise direction, shifting the bracket I90 upwardly, thus moving the rack I93 upwardly. In reverse position the teeth of the segment I99 have been engaged with the teeth I96 and upward movement of the rack tends to pivot the lever 29 in a counter-clockwise direction into the position shown in Figure 2, thus disengaging the pins 23 from the apertures 3| in the gear carrier 32. The rack I93 is not moved sufliciently to engage and pivot the segment I91. During this time the roller I of the lever I24 has been travelling upon the arcuated portion II4 of the cam plate H3, and thus the setting of the valve I26 has not been'ch'anged. Accordingly, in super low position, the vacuum in the tank I51 is connected through the valve I15 with the diaphragm I19, while the air pressure entering through -the openings I61 communicates through the valve I15-and the pipeline I11 to the diaphragm I84. The band 69 remains loose about its drum 61, the clutch elements 14 remain disengaged through the action of the latch M4, the band 53 remains taut about its drum 50, and the pins 23 are removed from the gear support 32.

In neutral position the control lever I02 is moved slightly in a clockwise direction, raising the bracket I90, and accordingly the rack I93. This upward movement of the rack I93 brings the teeth I96 into engagement with the segment I91, pivoting the valve shaft 200 ninety degrees and changing the position of the valve I15 into the position illustrated. In this neutral position, however, the notch 2I2 engages the roller 204, pivoting the latch 2II shown in full lines in Figure 2. Thus the clutch B cannot function in this position, and the transmission is not actuated.

In order to place the transmission in low gear, the control handle I 02 is further pivoted in a clockwise direction. The valve I62 and the valves I15 are then in the position disclosed in Figure 2 of the drawings. In this position vacuum from the tank I51 is communicated through the pipe I60, port I66, port I14, valve I15, and pipe I11 to the diaphragm I84, causing the cross connecting member I86 to be drawn to the left, tightening the band 69 about its drum 61, and maintaining the clutch elements 14 disengaged. Simultaneously the port I1I which is in communioation with atmospheric pressure is connected' to the port I13 which in turnis connect ed through the valve I15 and the pipeline I16 to the diaphragm I19. Thus the spring I83 into the position Once neutral position has been assumed, the bracket I90 no longer pivots upwardly. This bracket I90 strikes a stop pin 260. The bracket I90 is secured to the shaft I03 by means of a spring 26I, thus allowing further rotation of the .shaft I03 without further upward movement of the bracket I90. Thus while the control lever I02 moves the shaft I03 into low, intermediate, high, and automatic positions, the bracket I90 remains stationary.

When it is desired to place the transmission in the gear ratio commonly known as intermediate, the control lever I 02 is rotated in a clockwise direction, the roller I20 entering the cam race I2I and being moved upwardly a short distance thereby. When in this position, vacuum in the tank I51 is transmitted from the pipeline I60, port I65, the reduced diameter portion between the piston members I63, and I64 of the valve I26, the port I13, valve I15, and pipeline I16 to the diaphragm I19. Similarly, the vacuum is transmitted through the pipe I and port I66, the port I14, valve I15, and pipeline I11 to the diaphragm I84. Thus the band 5 3 encircling the brake drum 50 is tightened, the band 69 encircling the brake drum 61 is tightened, and the clutch members 14 are held in disengagement. When in this position, the driven shaft will be rotated at a somewhat less speed than the drive shaft, but at a higher rate of speed than when the transmission isset in low gear.

When it is desired to place the transmission in high gear, the operating lever I02 is moved to a greater extent, the roller I20 being raised by the cam race I2 I. When in this position, the vacuum port I is closed by the piston I63 and the air port I1I is connected to the port I13, thus permitting atmospheric pressure to enter the pipe I16 and accordingly release the vacuum in the diaphragm I 19. The spring I03 thereupon loosens the brake band 53 about its drum 50. Simultaneously, the piston I62 uncovers the air port I12, permitting atmospheric pressure to be transmitted to the port I14 in communication through the valve I15 with the pipeline I11. Thus the vacuum within the diaphragm I84 is released, loosening the brake band 69 about its drum 61 and permitting the clutch elements 14 to engage. When in this position, the driven shaft rotates in unison with the drive shaft.

When it is desired to set the transmission in overdrive or automatic drive, the control handle I02 is rotated to its extreme position in a clockwise direction, and the roller I20 is permitted to raise to a greater extent. This further movement causes the piston 'I63 to raise above the ports I65 and I13, closing off the air port "I, and introducing vacuum from the tank I51 through the pipe I60, port I65, the space in the valve I26 between the pistons I62 and I63, through the port I13, the valve I15, and the pipeline I16 to the diaphragm I19. This action tightens the band 53 about its drum 50. At the same time, however, the lower extremity of the valve I26 closes oif the vacuum port I66 and maintains the air port I12 in communication with the port I14 which communicates through the valve I15 and the pipeline !11 to the diaphragm I94. Thus the band 69 remains loose upon its drum and the clutch elements 14 remain engaged.

In the foregoing description I have explained the manner in which my transmission is constructed and the relationship between the various brake bands and clutches when the transmission loosens the band 53 about the brake drum 50. is set to deliver various relative speeds. The

clutch elements 14, the brake bands 53 and 69,

, and the pins 23 are movable into or out of operable position, and various combinations of positions provide the various relative speeds. The manner in which these relative positions of the clutch elements [4, brake bands 53 and 69, and

. the pins 23 may be attained has also been pointed fiput in detail.

It is obvious that when the control lever I02 is set for automatic ratio, the gear ratio between the drive and driven shafts is dependent upon the speed of rotation of the drive shaft and the position of the accelerator, as the governors control the position of the valve I26 which controls the setting of the transmission A.

In accordance with the patent statutes, I have described the principles of construction and op- "eration of my transmission; and while I have endeavored to set forth the best embodiment thereof, I desire to have it understood that this is only illustrative of a means of carrying out my invention, and that obvious changes may be made within the scope of the following claims without departing from the spirit of my invention.

I claim: 1. In a transmission, a drive shaft, a driven shaft coaxial with said drive shaft, a pair of relatively rotatable sun gears rotatably mounted on said driven shaft, a planet gear carrier secured for rotation with said drive shaft, planet gears rotatably supported by said planet gear carrier engageable with one of said sun gears, a second planet gear carrier relatively rotatable with respect to said shafts, second planet gears of different diameter from said first named planet gears on said second carrier engageable with the I second of said sun gears, a first and second ring gear of unequal diameter connected for rotation i in unison, means for holding said second sun gear shaft coaxial therewith, a sun gear rotatable relative to said shafts and coaxial therewith, a

. rotatable planet gear carrier, overrunning clutch means connecting said drive shaft to said gear carrier-to drive said carrier with said drive shaft, planet gear means on said carrier engageable withsaid sun gear, pinion means coaxial with, and rotatable in unison with, said planet gear means, gear means on said driven shaft engaging said pinion means, and means for selectively holding said sun gear stationary.

3. In a transmission, a drive shaft, a driven shaft coaxial therewith, a pair of epicyclic gear systems connecting said shafts comprising a pair of relatively rotatable sun gears coaxial with, and rotatable with respect to, said shafts, a pair of rotatable planet gear carriers, means connecting said carriers to rotate in unison, planet gear means on one of said carriers engaging one of said sun gears, second planet gears on the other of said carriers engaging the other of said sun gears, ring gears of relatively different diameters 1 connected together and engaging said first and second planet gear moans, pinion means coaxial and rotatable together with said planet gear means, gear means on said driven shaft engageable with said pinion means, and means for holding said first sun gear stationary.

4. In a transmission, a drive shaft, a driven shaft coaxial therewith, a pair of epicyclic gear systems connecting said shafts comprising a pair of relatively rotatable sun gears coaxial with, and rotatable with respect to, said shafts, a pair of rotatable planet gear carriers, means connecting said carriers to rotate in unison, planet gear means on one of said carriers engaging one of said sun gears, second planet gears on the other of said carriers engaging the other of said sun gears, ring gears of relatively different diameters connected together and engaging said first and second planet gear means, means operatively connecting said second planet gears to said driven shaft to rotate said driven shaft, and

means for holding said first sun gear stationary.

5. In a transmission, a drive shaft, a coaxial driven shaft, a, pair of relatively rotatable sun gears rotatable with respect to and coaxial with said shafts, planet gear means engaging one of said sun gears, a ring gear engaging said planet gear means, a planet gear support, means connecting said support to said drive shaft to rotate therewith, second planet gears relatively larger than said first named planet gears engaging the other said sun gear, a second ring gear relatively larger than said first named ring gear engaging said second planet gears, said ring gears connected to rotate in unison, a second planet gear support, disengageable means connecting said second support to said drive shaft to rotate therewith, and gear means operatively connecting said second planet gears to said driven shaft to rotate the same.

6. In a transmission, a drive shaft, a coaxial driven shaft, a pair of relatively rotatable sun gears rotatable with respect to, and coaxial with, said shafts, planet gear means engaging one of said sun gears, planet gear supporting means connected to, and rotatable together with, said secured to, and rotatable with, said first named ring gear, second planet gear means interposed between and engaging said second ring gear and the other said sun gear, a second planet gear support relatively rotatable with respect to said shafts, overrunning clutch means between said drive shaft and said second gear support to rotate said second support at least as fast as said drive shaft but holding said second support free to rotate faster than said drive shaft, and cooperable gear means operatively connecting said second planet gears and said driven shaft.

7. In a transmission, a drive shaft, a coaxial driven shaft, a pair of relatively rotatable sun gears coaxial with, and rotatable with respect to, said shafts, planet gear means engaging one of said sun gears, a ring gear engaging said planet gear means rotatable upon, and coaxial with, said shafts, a planet gear support, means con" necting said support to said drive-shaft to rotate therewith, a second ring gear larger in diameter than said first named ring gear connected thereto and coaxial with said shafts, second planet gear means between and connecting said second ring gear and the other said sun gear, pinion means concentric and rotatable in unison with said second planet gear means, a gear on said driven shaft meshing with said pinion means, a second planet gear support for said second planet gear means, overrunning clutch means between said second gear support'and said drive shaft, and selective means .for holding both said ring gears stationary.

8. In a transmission, a drive shaft, a coaxial driven shaft, a pair of relatively rotatable sun gears rotatable with respect to, and coaxial with, said shafts, planet gear means engaging one of said sun gears, a first planet gear support secured to said drive shaft to rotate therewith, a first ring gear concentric with said shaft engaging said planet gear means, a second ring gear secured to said first ring gear, a second planet gear means interposed between, and meshing with, said second ring gear and the other of said sun gears, a second gear support for said second planet gear means, an overrunning clutch between said second gear support and said drive shaft to rotate said second gear support in unison with said drive shaft, pinion means coaxial with, and rotatable with, said second planet gear means, a gear on said driven shaft in mesh with said pinion means, and clutch means selectively engaging said other sun gear and said driven shaft, to rotate said other sun gear together with said shaft.

9. In a transmission, a drive shaft, a coaxial driven shaft, pair of relatively rotatable sun gears coaxial with, and rotatable with respect to, said shafts, a double ring gear rotatable with respect to said shafts, said double ring gear comfor rotation together, a first planet gear means between, and meshing with, one of said sun gears and said first ring gear, a second planet gear means between, and meshing with, the other of said sun gears and said second ring gear, a first planet gear supporting means connected to, and rotating with, said drive shaft, a second planet gear supporting means, an overrunning clutch interposed between said second supporting means and said drive shaft to drive said supporting means at least as fast as said drive shaft, and free to rotate faster, pinion means concentric and rotatable with said second planet gear means, gear means on said driven shaft engaging said pinion means, means for locking said one sun gear stationary, and clutch means selectively locking said other sun gear from rotation relative to said driven shaft.

10. In a transmission, a drive shaft, a coaxial driven shaft, a pair of relatively rotatable sun gears rotatable with respect to, and coaxial with, said shafts, planet gear means engaging one of said sun gears, planet gear supporting means connected to, and rotatable together with, said drive shaft, ring gear means engaging said planet gear means coaxial with, and rotatable with respect to, said shaft, a second ring gear secured to, and rotatable with, said first ring gear, a. second planet tween and engaging said second ring gear and the other of said sun gears, a second planet gear support rotatable relative to said shafts, overrunning clutch means between said drive shaft and said second planet gear support to drive said second support at a speed equal to or greater than said drive shaft, brake means secured for rotation with each of said sun gears, means cooperable with said brake means to selectively hold either of said sun gears from rotation, pinion means concentric with and rotatable with said second planet gear means, and gear means on said driven shaft engaging said pinion means.

11. In a transmission, a drive shaft, a coaxial driven shaft, a pair of relatively rotatable sun gears coaxial with, and rotatable with respect to, said shafts, a double ring gear comprising a first andsecond ring gear connected for rotation together, a first planet gear means between gear means interposed be- 4 prising a first and second ring gear connected I and meshing ii'iih one of said sun gears and said first ring gear, a second planet gear means between and meshing with the other of said sun gears and said second ring gear. a first planet gear supporting means connected to. and rotating with, said drive shaft, a second planet gear supporting meansjand over-running clutch between said drive shaft and said second supporting means to drive said supporting means as fast or faster than said drive shaft, brake means secured to each of said sun gears, means independently and selectively cooperable with each of said brake means to hold either of said sun gears from rotation, means selectively operable for securing one of said sun gears to said driven shaft for rotation in unison therewith, pinion means c ncentric with and rotatable with said second planet gear means, and gear means on said driven shaft engaging said pinion means.

' 12. In atransmission, a drive shaft, a driven shaft coaxial with, and rotatable with respect to, said shafts, a pair of relatively rotatable sun gears coaxial with and rotatable with respect to. said shafts. a double ring gear rotatable with respectto said shafts, said double ring gear com prising a first and second ring gear connected for rotation together, a first planet gear means between and meshing with one of said sun gears and said first ring gear, a second planet gear means between and meshing with the other of said sun gears and said second ring gear, a first planet gear supporting means connected to and rotating with said driveshaft, gear supporting means, pinion means concentric and rotatable with said second planet gear means, gear means on said driven shaft engaging said pinion means, brake means connected to each of said sun gears, means cooperable with said brake means to stop either of said sun gears from rotation,clutch means interposed between said driven shaft and one of said sun gears to cause rotation of said one sun gear together with means selectively connectgear support to said drive of said second planet gear support in unison with said drive shaft.

13. In a transmission, a drive shaft, a driven shaft, a pair of relatively rotatable sun gears coaxial with said driven tion therewith, and gear shaft engagaing said pinion means.

14. In a transmission, a drive shaft, a driven shaft, a pair of relatively rotatable sun gears coaxial with said driven shaft, a planet gear carrier coaxial with said driven shaft, means operatively connecting said drive shaft to said gear carrier to rotate the same, a first planet gear means rotatably supported by said planet gear carrier cngageable with one of said sun gears, 11 second planet gear carrier, means operatively connecting said second gear carrier to said drive shaft to rotate said second gear carrier, second planet gear means on said second carrier engageable with the second of said sun gears, a first and second ring gear connected for rotation in unison and engaging said first and second planet gear means, and cooperable means operatively connecting said second planet gear means and said driven shaft.

15. In a transmission, a drive shaft, a driven shaft, 9. pair of relatively rotatable sun gears coaxial with said driven shaft, a planet gear carrier coaxial with said driven shaft, means operatively connecting said drive shaft to said gear carrier to rotate the same, a first planet gear means rotatably supported by said planet gear carrier engageable with one of said sun gears, a. second planet gear carrier, means operatively connecting said second gear carrier to said drive shaft to rotate said second gear carrier, second planet gear means on said second carrier engageable with the second of said sun gears, a first and second ring gear connected for rotation in unison and engaging said first and second planet gear means, cooperable means operatively connecting said second planet gear means and said driven shaft, and means selectively operable for holding either of said sun gears from rotation.

ALBERT L. JOHNSON. 

